JP7052331B2 - Vehicle control unit - Google Patents

Description

The present invention relates to a vehicle control device for a hybrid vehicle.

In a hybrid vehicle, a motor is attached to an internal combustion engine such as an engine, and while the motor assists the driving of the internal combustion engine, the motor can regenerate electric power during deceleration. A clutch is often provided between the motor and the axle, and by operating this clutch, the driving force between the motor and the axle can be transmitted, or in an open state where it cannot be transmitted. It is possible to switch to any of the states.

For example, the drive device of a hybrid vehicle shown in Patent Document 1 is provided between an engine and a drive wheel, and is a clutch that switches between a engaged state for connecting the engine and the drive wheel and an open state for disconnecting the engine and the drive wheel. It has a mechanism and a vehicle control unit that controls a clutch mechanism based on an accelerator operation and a brake operation of an occupant. When the accelerator operation and the brake operation are released and the vehicle speed exceeds a predetermined value, the clutch mechanism is maintained in the engaged state, while the accelerator operation and the brake operation are released when the clutch mechanism is in the engaged state. Moreover, when the vehicle speed is equal to or lower than the predetermined value, or when the accelerator operation is released and the brake operation is performed, the control for switching the clutch mechanism to the open state is performed.

According to this control, when the braking operation is released, that is, when the occupant's intention to brake is weak, the clutch mechanism is maintained in the engaged state to improve the responsiveness when shifting from decelerating driving to accelerating driving. On the other hand, when the brake operation is performed, that is, when the occupant has a strong intention to brake, it is possible to increase the amount of regeneration during deceleration by switching the clutch mechanism to the released state. (See paragraphs 0006 to 0007 of Patent Document 1).

Japanese Patent No. 6110621

In the configuration according to Patent Document 1, the clutch mechanism on the engine side is engaged and released in response to the braking intention of the occupant while maintaining the engaged state of the clutch mechanism on the first motor generator side that regenerates electric power during deceleration. The state is being switched.

However, in a vehicle such as a mild hybrid vehicle, in which the output of the motor used to assist the internal combustion engine is relatively small, in order to reduce the weight of the mechanism, the motor is not provided with a speed change mechanism between the motor and the axle. In many cases, multiple gear ratios are not set even if the axle is directly connected or a gear shifting mechanism is provided. In this case, the axle and the motor shaft have to rotate at a constant speed or always at a constant speed ratio, and the vehicle speed exceeds the allowable rotation speed of the motor (for example, 15,000 rpm) in a high speed range (for example, 100 km / hour or more). There is a problem that the motor becomes over-rotated.

In order to prevent this motor from over-rotating, a clutch is provided between the motor and the axle, and as shown in FIG. 4, when the vehicle speed range exceeds the allowable rotation speed of the motor (circle number 1 in FIG. 4). Area), while the clutch is in the open state, when the vehicle speed falls below the vehicle speed corresponding to the permissible rotation speed of the motor (area of circled number 2 in FIG. 4), the clutch is controlled to be in the engaged state. You can also do it. At this time, in order to reduce the coupling shock caused by the clutch engagement, the motor is preliminarily driven so that the rotation speed of the axle and the rotation speed of the motor shaft are substantially matched, and the clutch is disengaged at the timing of reference numeral A in FIG. Be combined.

When the vehicle is running, not only when the vehicle speed decreases monotonically as shown in FIG. 4, but also when the driver accelerates / decelerates, the vehicle speed straddles the vehicle speed corresponding to the allowable rotation speed of the motor as shown in FIG. The speed may fluctuate. In this case, once the clutch is engaged at the timing of reference numeral A in FIG. 5, the clutch is released again at the timing of reference numeral B in FIG. When the timing interval indicated by the reference numerals A and B is short, frequent control for engaging and disengaging the clutch and control for matching the rotation speed of the axle and the rotation speed of the motor shaft are wasted. , The increase in power consumption that accompanies the surroundings of the motor becomes a problem.

Therefore, it is an object of the present invention to appropriately perform regenerative control by a motor in response to the driver's intention to accelerate or decelerate.

In order to solve the above problems, in the present invention, an internal combustion engine, a main motor capable of assisting the driving force of the internal combustion engine and regenerating power, and a main motor provided between the main motor and the axle. , The main clutch that switches to either the coupled state where the driving force between the main motor and the axle can be transmitted or the open state where it cannot be transmitted, and the acceleration / deceleration operation amount by the driver's acceleration / deceleration operation. When the operation amount detection unit to detect and the vehicle decelerates below the regenerative speed, which is the upper limit speed that can be regenerated by the main motor, the driver is added based on the acceleration / deceleration operation amount detected by the operation amount detection unit. A vehicle control device including a control unit that determines a deceleration intention and issues an operation control instruction to the main clutch in response to the acceleration / deceleration intention is configured.

In the above configuration, the operation amount detecting unit has a brake detecting unit for detecting the brake pedal stroke amount, and when the brake pedal stroke amount detected by the brake detecting unit is equal to or larger than a predetermined stroke amount, the control is performed. The unit may determine that the driver has a deceleration intention and issue a control instruction to put the main clutch in the engaged state so that the main motor can regenerate.

In the configuration for detecting the brake pedal stroke amount, when the brake pedal stroke amount decreases by a predetermined return speed or more, the control unit determines that the driver does not have the intention to decelerate, and the main driver It is possible to issue a control instruction to release the clutch.

In the configuration for detecting the brake pedal stroke amount, a regeneration holding speed smaller than the regenerative possible speed is set, and the control unit determines that the brake pedal stroke amount is smaller than the predetermined stroke amount. It is possible to issue an operation control instruction to the main clutch based on the magnitude relationship between the speed of the vehicle and the regeneration holding speed.

In this configuration, when the brake pedal stroke amount is smaller than the predetermined stroke amount and the vehicle speed becomes equal to or lower than the regeneration holding speed, the control unit has the driver's intention to decelerate. The brake pedal stroke amount is smaller than the predetermined stroke amount, while the control instruction for engaging the main clutch is issued to enable regeneration by the main motor. Moreover, when the speed of the vehicle is larger than the regenerative holding speed and equal to or lower than the regenerative possible speed, the holding state can be set without determining whether or not the driver intends to decelerate by the control unit.

In each of the above configurations, the operation amount detection unit has an accelerator detection unit that detects the accelerator opening degree, and when the accelerator operation by the driver is detected by the accelerator detection unit, the control unit causes the driver to decelerate. It is possible to determine that the driver does not have the intention and issue a control instruction to open the main clutch.

In each of the above configurations, an auxiliary motor capable of starting the internal combustion engine and regenerating electric power is provided between the auxiliary motor and the axle, and the driving force between the auxiliary motor and the axle is transmitted. It further comprises an auxiliary clutch that switches to either a possible coupled state or a non-transmissible open state, when the vehicle speed is greater than the reproducible speed and the vehicle is decelerating. , The control unit issues a control instruction to put the sub-clutch in the engaged state so that the sub-motor can regenerate, while the speed of the vehicle is smaller than the reproducible speed and the driver decelerates. When it is determined that the control unit has an intention, the control unit may issue a control signal for releasing the sub-clutch so that the regeneration by the sub-motor can be terminated.

In the present invention, the operation control of the main clutch that switches the transmission state of the driving force between the main motor and the axle is performed in response to the acceleration / deceleration intention based on the acceleration / deceleration operation amount of the driver detected by the operation amount detection unit. I made it. Therefore, the engagement or disengagement control of the main clutch can be smoothly performed, and the regeneration control by the main motor can be appropriately performed without waste.

Schematic diagram showing an example (four-wheel drive vehicle) of a vehicle equipped with a vehicle control device according to the present invention. Schematic diagram showing another example (two-wheel drive vehicle) of the vehicle shown in FIG. A flowchart showing a control flow of control in the vehicle control device according to the present invention. First example of vehicle acceleration / deceleration pattern Second example of vehicle acceleration / deceleration pattern

FIG. 1 shows an example of a vehicle 10 equipped with a vehicle control device according to the present invention. In this vehicle 10, the front wheels 11a are driven by the driving force of the internal combustion engine 12 (hereinafter, the internal combustion engine 12 is referred to as an engine and has the same reference numeral as the internal combustion engine 12), and the rear wheels 11b are the main motors. It is a four-wheel drive mild hybrid vehicle that can be driven with 13 assist forces. The vehicle control device mounted on the vehicle 10 has an engine 12, a main motor 13, a main clutch 14, an operation amount detection unit 15, and a control unit 16 as main components.

The engine 12 is a main drive source that gives a driving force to the wheels (front wheels 11a in this embodiment).

The driving force of the engine 12 is transmitted to the front wheel side axle 21 that drives the front wheel 11a via the torque converter 17, the continuously variable transmission 18, the auxiliary clutch 19, and the front wheel side differential 20. The torque converter 17 has a function of transmitting the driving force of the engine 12 to the continuously variable transmission 18. The auxiliary clutch 19 is provided between the auxiliary motor 22 and the front wheel side axle 21, more specifically, between the continuously variable transmission 18 and the front wheel side differential 20, and between the engine 12 and the front wheel side axle 21. It has a function to switch to either a coupled state in which the driving force can be transmitted or an open state in which the driving force cannot be transmitted. The front wheel side differential 20 has a function of distributing the driving force from the engine 12 to the left and right front wheels 11a and 11a in response to the rotational resistance of the left and right front wheels 11a and 11a.

An auxiliary motor 22 is attached to the engine 12. The sub-motor 22 is directly connected to the crankshaft 24 of the engine 12 by a belt 23 (see FIG. 1), and is mainly used for starting the engine 12, while the sub-clutch 19 is engaged. It is also possible to regenerate electric power during braking. The auxiliary motor 22 is rotated by the crankshaft 24 while the engine 12 is operating.

The main motor 13 is attached to the rear wheel side axle 25 that drives the rear wheel 11b. The main motor 13 can assist the driving force of the engine 12 during power running, while regenerating electric power during braking. The drive assist force of the main motor 13 during power running is transmitted to the rear wheel side axle 25 that drives the rear wheel 11b via the main clutch 14 and the rear wheel side differential 26. The main clutch 14 has a function of switching between a coupled state in which the driving force between the main motor 13 and the rear wheel side axle 25 can be transmitted or an open state in which the driving force cannot be transmitted.

When the main clutch 14 is engaged, the drive assist force is transmitted from the main motor 13 to the rear wheels 11b during power running, while the rotational force of the rear wheels 11b is transmitted to the main motor 13 during braking. Power is regenerated by. When the main clutch 14 is in the open state, the main motor 13 and the rear wheel 11b are disconnected, and electric power is not regenerated by the main motor 13 during braking.

In a configuration in which the output of the main motor 13 used as an assist for the engine 12 is relatively small, such as the mild hybrid vehicle according to this embodiment, the main motor 13 and the rear wheel side axle 25 are used to reduce the weight of the drive system. In many cases, the main motor 13 and the rear wheel side axle 25 are directly connected to each other without providing a speed change mechanism. In this case, the rear wheel side axle 25 and the motor shaft always rotate at a constant speed, and in a high speed range (for example, 100 km / hour or more) in which the vehicle speed exceeds the allowable rotation speed of the main motor 13 (for example, 15,000 rpm). There is a problem that the main motor 13 is in an over-rotated state.

Therefore, when the speed corresponds to the permissible rotation speed of the main motor 13 and is equal to or higher than the upper limit speed at which regeneration by the main motor 13 is possible (hereinafter, this vehicle speed is referred to as regenerative speed X) (for example, 100 km / hour). It is controlled so as to prevent the main motor 13 from over-rotating with the main clutch 14 in the open state. At this time, the electric power can be regenerated by the auxiliary motor 22 with the auxiliary clutch 19 in the engaged state.

On the other hand, when the vehicle speed falls below the regenerative speed X, the main clutch 14 is controlled to be in the engaged state. At this time, it is preferable to regenerate the electric power only by the main motor 13 with the auxiliary clutch 19 in the open state. As described above, the auxiliary motor 22 is directly connected to the crankshaft 24 of the engine 12, and when the auxiliary motor 22 regenerates, a loss (engine brake, etc.) due to the internal resistance of the engine 12 inevitably occurs, and the regeneration efficiency. This is because The timing at which the auxiliary clutch 19 is released is appropriately determined by the control unit 16 based on whether or not the driver intends to decelerate.

The operation amount detection unit 15 detects the brake pedal stroke amount by operating the driver's brake pedal 27, the brake detection unit 15a that detects the time change amount of the stroke amount, and the accelerator detection that detects the accelerator opening by operating the accelerator pedal 28. It has a portion 15b.

The control unit 16 detects the driver's acceleration / deceleration operation amount (accelerator opening, brake) detected by the operation amount detection unit 15 (brake detection unit 15a, accelerator detection unit 15b) when the vehicle 10 decelerates to the regenerative speed X or less. It has a function of determining the driver's acceleration / deceleration intention based on the pedal stroke amount) and issuing an operation control signal to the main clutch 14 and the sub-clutch 19 in response to the acceleration / deceleration intention.

Specifically, when the brake pedal stroke amount detected by the brake detection unit 15a is a predetermined stroke amount Y (for example, 20 mm) or more, the control unit 16 determines that the driver has a deceleration intention. , A control signal for engaging the main clutch 14 is emitted, and regeneration is performed by the main motor 13. Further, even when the brake pedal 27 is depressed by a predetermined stroke amount Y or more, the brake pedal stroke amount is a predetermined time change amount (the return speed of the brake pedal 27, which is the time derivative of the brake pedal stroke amount). When the value) decreases by Y'(for example, -2 mm / sec) or more, that is, when the driver depresses the brake pedal 27, the control unit 16 determines that the driver has no intention of decelerating. It is also possible to issue a control instruction to open the main clutch 14. The predetermined time change amount Y'here is a parameter having a negative value.

When the brake pedal stroke amount detected by the brake detection unit 15a is smaller than the predetermined stroke amount Y, it may not be possible to determine whether or not the driver intends to decelerate. In this case, even if the vehicle speed is lower than the regenerative speed X, the control unit 16 does not immediately determine the driver's intention to decelerate and puts the vehicle in a holding state (the main clutch 14 remains open). You can also do it. When the driver has an intention to re-accelerate, it may be necessary to return the main clutch 14 once engaged to the released state within a short period of time, and the main clutch 14 is frequently engaged and released. This is because the control and the control for matching the rotation speed of the rear wheel side axle 25 and the rotation speed of the motor shaft are wasted, and the increase in power consumption due to the accompanying rotation of the main motor 13 becomes a problem.

In this hold state, the brake pedal stroke amount is smaller than the predetermined stroke amount Y, and the speed of the vehicle 10 is smaller than the regenerative speed X (for example, 100 km / hour). / Hour) When it becomes less than or equal to, it can be controlled to cancel. This is because if the speed of the vehicle 10 is reduced to the regeneration holding speed X', it can be determined that there is a high possibility that the driver has a deceleration intention.

Further, when the accelerator operation by the driver is detected by the accelerator detection unit 15b (when the accelerator opening degree> 0), the control unit 16 determines that the driver does not have the intention to decelerate, and disengages the main clutch 14. It is also possible to issue a control instruction for setting the open state.

Although FIG. 1 shows a four-wheel drive vehicle in which the main motor 13 is provided on the rear wheel 11b side, as shown in FIG. 2, it may be a two-wheel drive vehicle in which the main motor 13 is provided on the front wheel 11a side. good.

An example of the control flow in this vehicle control device will be described with reference to the reference numerals in FIG. 1 with reference to the flowchart shown in FIG.

When the vehicle 10 is traveling in a high vehicle speed range (for example, 100 km / hour or more), the driving force of the engine 12 is applied to the front wheels 11a while driving the auxiliary motor 22 (step S10 in FIG. 3). While traveling in this high vehicle speed range, the accelerator pedal 28 is turned off and deceleration is started. While the vehicle 10 is traveling at a speed higher than the regenerative speed X, the main motor 13 cannot regenerate the electric power. Therefore, during that time, the main clutch 14 is in the open state and the sub clutch 19 is in the engaged state, and power is regenerated only by the sub motor 22 (step S11 in FIG. 3).

Next, the brake detection unit 15a detects the brake pedal stroke amount, and the magnitude of this brake pedal stroke amount and the predetermined stroke amount Y is compared (step S12 in FIG. 3). The predetermined stroke amount Y can be appropriately determined to be a value suitable for determining that the driver has a deceleration intention, and for example, the predetermined stroke amount Y = 20 mm can be set.

When the brake pedal stroke amount is equal to or greater than the predetermined stroke amount Y (YES side in step S12), it can be determined that the driver has a deceleration intention at this point, but the driver's intention may be determined depending on traffic conditions and the like. It may be re-accelerated by. Therefore, the brake detection unit 15a detects the time change amount of the stroke amount (time derivative value of the brake pedal stroke amount), and the time change amount of this stroke amount is compared with the magnitude of the predetermined time change amount Y'(. Step S13 in FIG. 3).

When the time change amount of the stroke amount is smaller than the predetermined time change amount Y'(NO side of step S13), that is, the return amount after the brake pedal 27 is once depressed is large, and the driver's intention to decelerate is lost. When it can be determined, the magnitude of the brake pedal stroke amount and the predetermined stroke amount Y is compared again (step S12 in FIG. 3).

On the other hand, when the time change amount of the stroke amount is equal to or greater than the predetermined time change amount Y'(YES side in step S13), that is, the return amount of the brake pedal 27 is small, and the driver's intention to decelerate continues. When it can be determined, the magnitude of the vehicle speed and the regenerative speed X is compared (step S14 in FIG. 3).

When the vehicle speed is equal to or higher than the regenerative speed X (NO side in step S14), the electric power cannot be regenerated by the main motor 13, so that the time change amount of the stroke amount and the predetermined time change amount Y'consecutively. (Step S13 in FIG. 3) is performed to compare the magnitude relations of the above, and it is determined whether or not the driver's intention to decelerate continues.

On the other hand, when the vehicle speed is smaller than the regenerative speed X (YES side in step S14), the main clutch 14 is engaged and the power regeneration by the main motor 13 is started (step S15 in FIG. 3). Further, the auxiliary clutch 19 is set to the open state, the regeneration of electric power by the auxiliary motor 22 is terminated (step S16 in FIG. 3), and a series of control flows are exited (step S17 in FIG. 3).

When the brake pedal stroke amount is smaller than the predetermined stroke amount Y (NO side in step S12), the driver's intention to decelerate cannot be clearly determined. Therefore, at this point, it is put on hold without making that judgment. Specifically, normally, when the vehicle speed becomes smaller than the regenerative speed X, the electric power regeneration by the main motor 13 is started (steps S14 and S15 in FIG. 3), and the vehicle speed is smaller than the regenerative speed X. The judgment is suspended until the regeneration hold speed drops to X'.

Comparing the magnitude of the vehicle speed and the regeneration holding speed X'(step S18 in FIG. 3), when the vehicle speed is equal to or higher than the regeneration holding speed X'(NO side of step S18), the brake pedal stroke amount and the predetermined stroke amount Y The magnitude of and is compared again (step S12 in FIG. 3). On the other hand, when the vehicle speed is smaller than the regeneration holding speed X'(YES side in step S18), the accelerator opening is detected by the accelerator detection unit 15b, and it is determined whether or not the driver is operating the accelerator (YES side in step S18). Step S19 in FIG. 3).

When the accelerator operation is being performed (YES side in step S19), it can be determined that the driver does not have the intention to decelerate. Therefore, the regeneration of electric power by the auxiliary motor 22 is terminated (step S20 in FIG. 3), and a series of control flows are exited (step S17 in FIG. 3). On the other hand, when the accelerator operation is not performed (NO side in step S19), it can be determined that the driver has a deceleration intention. Therefore, with the main clutch 14 in the engaged state, the regeneration of electric power by the main motor 13 is started (step S21 in FIG. 3). At this time, the engaged state of the auxiliary clutch 19 is maintained in preparation for re-acceleration.

Here again, the magnitude of the brake pedal stroke amount and the predetermined stroke amount Y is compared (step S22 in FIG. 3). When the brake pedal stroke amount is equal to or greater than the predetermined stroke amount Y (YES side in step S22), it can be determined that the driver has a clear intention to decelerate and the possibility of re-acceleration thereafter is low. Therefore, the auxiliary clutch 19 that has been maintained in the engaged state in preparation for reacceleration is opened, the regeneration of electric power by the auxiliary motor 22 is completed (step S23 in FIG. 3), and then a series of control flows are exited (step S23 in FIG. 3). Step S17 in FIG. 3).

On the other hand, when the brake pedal stroke amount is smaller than the predetermined stroke amount Y (NO side of step S22), it cannot be clearly determined whether or not the driver has a deceleration intention. Therefore, while maintaining the engaged state of the sub-clutch 19 in preparation for re-acceleration, the accelerator detection unit 15b detects the accelerator opening degree to determine whether or not the driver is operating the accelerator, and the vehicle 10 determines. It is determined whether or not the vehicle is in the coasting mode (inertial traveling mode) (step S24 in FIG. 3).

When the accelerator operation is performed or it is determined that the vehicle 10 is in the coasting mode (YES side in step S24), it can be determined that the driver does not have the intention to decelerate. Therefore, both the main clutch 14 and the sub-clutch 19 are in the open state, the regeneration of electric power by the main motor 13 and the sub-motor 22 is completed (step S25 in FIG. 3), and then a series of control flows are exited (FIG. 3). Step S17).

In this control flow, the magnitude of the brake pedal stroke amount and the predetermined stroke amount Y are compared in steps S12 and S22, but the stroke amount Y in both steps S12 and S22 does not necessarily have to be the same. For example, when the predetermined stroke amount in step S12 is Y1 and the predetermined stroke amount in step S22 is Y2, it may be preferable to set Y1 <Y2 in order to determine the driver's deceleration intention.

Further, in this control flow, in steps S16 and S23, along with the regeneration of the electric power in the main motor 13, the auxiliary clutch 19 is set to the open state and the regeneration of the electric power in the auxiliary motor 22 is terminated. It is also possible to maintain the engaged state of the sub-clutch 19 and control the main motor 13 and the sub-motor 22 to regenerate electric power.

The configuration of the vehicle control device and the flowchart of the control flow described above are merely examples for explaining the present invention, and the regenerative control by the main motor 13 is appropriately performed in response to the driver's intention to accelerate or decelerate. As long as the problem of the present invention of doing so can be solved, the above-mentioned components, control flow, and the like can be appropriately modified. It should be noted that the numerical values given in the above description are merely examples for assisting understanding, and can be changed as appropriate.

10 Vehicle 11a Front wheel 11b Rear wheel 12 Internal combustion engine (engine)
13 Main motor 14 Main clutch 15 Operation amount detection unit 15a Brake detection unit 15b Accelerator detection unit 16 Control unit 17 Torque converter 18 Continuously variable transmission 19 Sub clutch 20 Front wheel side differential 21 Front wheel side axle 22 Sub motor 23 Belt 24 Crankshaft 25 Rear Wheel side axle (axle)
26 Rear wheel side differential 27 Brake pedal 28 Accelerator pedal

Claims (7)

With an internal combustion engine
A main motor capable of assisting the driving force of the internal combustion engine and regenerating electric power,
A main clutch provided between the main motor and the axle to switch to either a coupled state in which the driving force between the main motor and the axle can be transmitted or an open state in which the driving force cannot be transmitted.
An operation amount detector that detects the acceleration / deceleration operation amount by the driver's acceleration / deceleration operation,
When the vehicle decelerates below the regenerative speed, which is the upper limit speed that can be regenerated by the main motor, the driver's acceleration / deceleration intention is determined based on the acceleration / deceleration operation amount detected by the operation amount detection unit, and the acceleration / deceleration intention is determined. A control unit that issues an operation control instruction to the main clutch in response to the deceleration intention,
Equipped with
The operation amount detection unit has a brake detection unit that detects the brake pedal stroke amount, and when the brake pedal stroke amount detected by the brake detection unit is equal to or greater than a predetermined stroke amount, the control unit controls the driver. It is determined that the vehicle has a deceleration intention, and a control instruction for engaging the main clutch is issued so that regeneration by the main motor can be performed .
When the brake pedal stroke amount decreases by a predetermined return speed or more, the control unit determines that the driver does not have the intention to decelerate and issues a control instruction to release the main clutch. Vehicle control device. A regeneration hold speed smaller than the regenerative speed is set, and the regeneration hold speed is set.
The control unit issues an operation control instruction to the main clutch based on the magnitude relationship between the speed of the vehicle and the regeneration holding speed when the brake pedal stroke amount is smaller than the predetermined stroke amount. The vehicle control device according to 1 . When the brake pedal stroke amount is smaller than the predetermined stroke amount and the vehicle speed becomes equal to or less than the regeneration holding speed, the control unit determines that the driver has a deceleration intention. Then, while issuing a control instruction to put the main clutch in the engaged state, regeneration by the main motor can be performed.
When the brake pedal stroke amount is smaller than the predetermined stroke amount and the vehicle speed is larger than the regenerative holding speed and equal to or lower than the regenerative possible speed, the control unit determines whether or not the driver intends to decelerate. The vehicle control device according to claim 2 , wherein the vehicle is put on hold without performing the above. The operation amount detection unit has an accelerator detection unit that detects the accelerator opening degree, and when the accelerator operation by the driver is detected by the accelerator detection unit, the control unit does not have the driver's intention to decelerate. The vehicle control device according to any one of claims 1 to 3 , wherein the control instruction for setting the main clutch to the open state is issued. An auxiliary motor capable of starting the internal combustion engine and regenerating electric power,
An auxiliary clutch provided between the auxiliary motor and the axle to switch to either a coupled state in which the driving force between the auxiliary motor and the axle can be transmitted or an open state in which the driving force cannot be transmitted.
Further prepare
When the speed of the vehicle is higher than the regenerative speed and the vehicle is decelerating, the control unit may issue a control instruction to engage the sub-clutch to regenerate by the sub-motor. On the other hand, when it is determined that the speed of the vehicle is smaller than the regenerative speed and the driver has the intention of decelerating, the control unit sends a control signal for releasing the sub-clutch. The vehicle control device according to any one of claims 1 to 4 , wherein the regeneration by the sub-motor can be terminated. With an internal combustion engine
A main motor capable of assisting the driving force of the internal combustion engine and regenerating electric power,
A main clutch provided between the main motor and the axle to switch to either a coupled state in which the driving force between the main motor and the axle can be transmitted or an open state in which the driving force cannot be transmitted.
An operation amount detector that detects the acceleration / deceleration operation amount by the driver's acceleration / deceleration operation,
When the vehicle decelerates below the regenerative speed, which is the upper limit speed that can be regenerated by the main motor, the driver's acceleration / deceleration intention is determined based on the acceleration / deceleration operation amount detected by the operation amount detection unit, and the acceleration / deceleration intention is determined. A control unit that issues an operation control instruction to the main clutch in response to the deceleration intention,
Equipped with
The operation amount detection unit has an accelerator detection unit that detects the accelerator opening degree, and when the accelerator operation by the driver is detected by the accelerator detection unit, the control unit does not have the driver's intention to decelerate. A vehicle control device that determines that the main clutch is in the open state and issues a control instruction to release the main clutch. With an internal combustion engine
A main motor capable of assisting the driving force of the internal combustion engine and regenerating electric power,
A main clutch provided between the main motor and the axle to switch to either a coupled state in which the driving force between the main motor and the axle can be transmitted or an open state in which the driving force cannot be transmitted.
An operation amount detector that detects the acceleration / deceleration operation amount by the driver's acceleration / deceleration operation,
When the vehicle decelerates below the regenerative speed, which is the upper limit speed that can be regenerated by the main motor, the driver's acceleration / deceleration intention is determined based on the acceleration / deceleration operation amount detected by the operation amount detection unit, and the acceleration / deceleration intention is determined. A control unit that issues an operation control instruction to the main clutch in response to the deceleration intention,
Equipped with
An auxiliary motor capable of starting the internal combustion engine and regenerating electric power,
An auxiliary clutch provided between the auxiliary motor and the axle to switch to either a coupled state in which the driving force between the auxiliary motor and the axle can be transmitted or an open state in which the driving force cannot be transmitted.
Further prepare
When the speed of the vehicle is higher than the regenerative speed and the vehicle is decelerating, the control unit may issue a control instruction to engage the sub clutch to regenerate by the sub motor. On the other hand, when it is determined that the speed of the vehicle is smaller than the regenerative speed and the driver has the intention of decelerating, the control unit sends a control signal for releasing the sub-clutch. A vehicle control device capable of terminating regeneration by the auxiliary motor.

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